Power system



D. c. PRINCE -POWER SYSTEM Filed Jan. 18, 19:55

6. 3 w A". 2 v. m

2 Sheets-Sheet 1 C.v mw a m D A me Nov. 24,A 1936-.

D. c. PRINCE POWER SYSTEM Filed Jan. 18, 1953 2 Sheets-Sheet 2 Patented Nov. 24, 1`93 6 UNITED STATES POWER SYSTEM David C.` Prince, Swarthmore, Pa., assignorto General Electric Company, a corporation of New 'York Application January 1s, 1933, serial No. 652,411

44 Claims. (Cl. lim-.01) My invention relates to power systems, and

more particularly to a system of this type in which a prime `mover drivesl a load through a speed changing mechanmm, and the speed ratio 5 of the speed changing mechanism -is automatically controlled. 'Y Many prime movers produce substantially constant torque, so that the power developed thereby at 'low speeds is greatly diminished. If, therefore, it is desired to drive a load at low speed, or near standstill, it is necessary to connect these prime movers to the load through a speed changing mechanism, or transmission, having a sumcient range of speed reduction to apply torque to the load at low speed and permit the prime mover to run at, or within a speed range, high enough to develop sufiicient power to'drive the load. The speedof the load at which the ratio of the speed changing mechanism should be changed varies 2, widely depending upon the torque developed by the prime mover and the rate of acceleration of A the load desired. For this reason, even the most skilled operator finds it diiiicult to coordinate the cha-nge in ratio of the speed changing mechanism with the operation of the prime mover and the load, so as to obtain the maximum performance from the prime mover.

Power systems of this type are commonly used in vehicles, such as automobiles, and the change in ratio of the speed changing mechanism connecting the engine to the driving wheels is ac- ,1o-one speed to another before the vehicle has atv tained a particular speed at which'the tractive effort is the same in both speeds, the shifting produce a sudden decreasein the tractive eil'ort and a resulting reduction in the rate of accelera-A 45 tion of the vehicle. On the other hand, if the gears are shifted after the vvehicle has attained a speed at which the tractive eiort developed is v the same in the two speeds, the tractive effort.

wm decrease #man the gears are shifted when there will be an increase in the tractive eil'ort'of the vehicle. Ii there is any long delay in shifting the gears until after the tractive eiort is the lsame in bothspeeds, the tractive effort of the 55 vehicle will be reduced during the interval. from the time when the tractive elort would be the same in both speedsuntil the gears are shifted, so that a decrease in the rate of acceleration of the vehicle will occur during this interval. The best results arev obtained when the tractive eiort 5 developed in any particular speed in starting is slightly less than the tractive eiort developed in the succeeding speed. .The failure to coordinate the shifting of the gears with the speed of the vehicle and Vthe tractive effort not only decreases 10 the rate of acceleration of the vehicle, but also Y may result in overspeeding the engine, or operating the engine so that it develops high torque at very low speed, both of which produce excessive wear on the engine. 15

to do so and, as a result, secure from the vehicles a performance very inferior to that of lwhich they are capable in skilled hands.

The internal combustion engine produces sub- 25 stantially constant torque for a given throttle setting over a wide range of speed. At .some maximum speed the torque decreases and the maximum power which can be delivered i's near this maximum speed. By shifting the gears the 30 mechanical advantage of the engine is altered,

with'the result, that in any low or intermediate gear considerably more torque is available to drive the Wheels, butin some lower gear the engine reaches the number of revolutionscorrespending to the maximum output and beyond this value, less effective; effort may be obtained in the lower than in the higher gear for maximum acceleration. In order to obtain the best results the iirst and second gear should remain engaged until the tractive eiortat this speed decreases-to a value approximately equal to the tractive'eort obtainable in the next succeeding gear combination at the particular speed of the vehicle.

, VIt'has been proposed, heretofore, to automatically control the shifting of gears in an automobile, or similar power system, in accordance with the speed of the vehicle. or the speed Aof the 5o load driven by the prime mover. Systems of thisA type are subject to the disadvantage that they are capable of shifting the gears at only one relation of torque or tractive eifort and speed of the load. whereas it is necessary to shift the gears at load through a speed changing mechanism in which' the ratio of the speed changing mechanism is coordinated with the speed of the load under various load conditions to produce maximum acceleration of -the load, and to effectively utilize the power output of the prime mover. l

I accomplish this by providing a vpower system including a prime mover having anfarrangement for controlling the torque exerted by the prime mover, a driven member, a speed changing'mechanism for connecting the driven member to the prime mover, and an arrangement responsive t the torque controlling means and the speed of the driven member for controlling the speed changing mechanism.

Further objects and advantages of my invention will become apparent as the following description proceeds, and the features of novelty which characterize my invention will be pointed `out with particularity in theclaims annexed to and forming a part of this specification.

Fig. 1 is a diagrammatic view of a power system of an automobile embodying my invention; Fig. 2

is a diagrammatic view of another power system of an automobile embodying my invention; Fig. 3

is a side elevation of the spring and lever arrange- I throttle.

Referring to the drawings, the embodiment of my inventionshown in Fig. 1 is a power system for an automobile having an internal combustion engine provided with an -intake manifold I0 through which a combustible mixture is supplied from a carburetor to the engine cylinders. The torque produced by the engine is controlled by the opening and closing of the throttle valve I I, which in its closed position shown in the drawings, permits a sufficient iiow of combustible mixture to operate the engine at idling speed. The engine is connected to the driving wheels of the automobile through a clutch and speed changing, or gear shifting mechanism, having shifter bars I2 and I3 for moving the gears of the gear shifting mechanism to a neutral or a gear engaging position. The clutch connecting the engine and the speed changing mechanism is biased in the usual way to a position in which the clutch is engaged, and a power device Il is provided for engaging and disengaging the clutch.

The gear shifting mechanism is electrically responsive to actuate the shifter bars I2 and I3 from their neutral to their gear engaging positions, and is controlled by a centrifugal switch responsive to the speed of a driven member connecting the speed changing 01' shifting mechanism to the driving wheels of the vehicle. The particular speed of the driven member at which the electrically responsive gear shifting mechanism is actuated to shift the gears is modied by a spring, or other suitable arrangement, in accordance with the movement of the throttle controlling lever of the vehicle. This arrangement modifies the response of the gea'r shifting mechanism to the speed of the driven member without interrupting the operation oi' the centrlfugal switch. In the interval during which the gears are shifted the throttle is automatically closed and the clutch disengaged, and after the gears are shifted the throttle is released, so that it can open and be controlled by itscontrolling lever, and the clutch engaged. In this way the shiftingof the gears of the vehicle is' coordinated with thespeed of the vehicle and the actuation of the throttle controlling lever in such manner as to produce maximum acceleration of the vehicle for any particular throttle opening, and obtain the most satisfactory'performance of the vehicle, without any attention on the part of the operator.

The power device Il which engages and disengages the clutch is of the vacuum controlled type and is connected to the intake manifold III of the engine .by pipes I5 and I6 and a double valve I1 having plungers I8 and I 9. When the plungers I8 and I9 of the valve II are in the position shown in the drawings the openings therein are in alinement with the passages through the valve, so that the valve II is open, and the low pressure existing in the intake manifold III reduces the pressure in the power device I4. A diaphragm or piston in the power device then retracts a link and disengages the clutch. Movement of either of the plungers I 8 or III to a position in which the openings therein are out of alinement with the passage I l, cuts olf communication through the pipes I5 and I6` between the power device I4 and manifold I0 and vents the power device through a slot Isa, so that the pressure in the power device rises and the link 20 is extended away from the power device I 4 to engage the clutch. This retraction of the link4 2Il disengages the clutch as it is connected to the controlling lever thereof through arm 2I and a rocking shaft 22, which is supported in Suitable bearings. A clutch pedal 23 is loosely mounted on the shaft 22 and is provided with a projection 2l engaging an abutment 25 on a llar secured to the shaft 22. The link 2l is secured to the arm 2l by a. pin 20a arranged in a slot 2Ia, so that the clutch pedal 23 can be actuated to disengage and engage the clutch independently of the power device Il.

In this embodiment of my invention the shifter bars I2 and I3 are actuated by an-electrically responsive gear shifting mechanism which successively moves the shifter bars to a neutral position, and then to the desired gear engaging position, the construction being arranged to latch the shifter bars in the neutral and gear engaging positions and simultaneously deenergize the gear shifting mechanism. This construction includes `a yoke 26 having a projection 21 on the upper portion thereof and aguide-rod 2l secured thereto, which is slidably arranged in an opening in the upper end of the shifter bar I3 and extends parallel to the direction of movement of vthe shifter bar I3 from its neutral to its gear engaging position. A compreSion spring 23 is arranged on the guide-rod 2l between the upper end of the shifter bar and the end of the yoke, so that upon movement of the yoke 2i, to the left the spring 28 will be compressed and urge the shifter bar I3 from its neutral position N to its first speed position I. If, upon movement of the yoke 2i to the left, the gears ofthe gear shifng mechanism are not in a position to effect sliding engagement they will be resiliently urged toward the gear engaging position imtil they are turned slightly upon engagement of the clutch to eflfectV sliding engagement. 'lhe yoke 2E is provided with a cylindrical extension 3l forming a plunger extending within an actuating coil 3l. which is de-` 76 gear engaging position moved to the left to urge the 'tacts 51 and 58 and signed to produce sufficient-magnetic pull on the plun., r 36 to compress the spring 23 and move the s fter bar I3 into the rst speed position I. A short-circuited damping coil 32 is also arranged about the plunger 36 to retard the collapse of the magnetic field produced by the coil 3I, when it is deenergized, sufficiently to permit the yoke 26 to be latched in its gear engaging position. The damping coil may be made of a copper sleeve, or any other suitable construction. v

The circuit to the actuating coil 3I is opened upon movement of the yoke 26 and the plunger 36 to the left to the first speed position I, as shown in the drawings, by a pin 33 carried by the plunger 36, 'which engages an arm A34 pivoted at 35', so as to open the contacts 36 -and 31 of a switch connected in series with the actuating coil'3 I. When the yoke 26 is returned to the neutral position of the shifter bar I3, the pin 33 disengages the arm 34,` so that the contacts 36 and 31 are closed to reestablish the circuit to the actuating coil 3|. The yoke 26 and the plunger 36 are latched in this by a pawl 36, which engages the end 21a of the projection 21 on the yoke.

'It will be understood that the actuating coil 3i Y and the damping coil 32 are stationary and are mounted in such manner' as to slidably t the plunger 36, 36 are also suitably guided within their range of axial movement.

The shifter bar I2, which is shown in its neutral position N, is actuated from its neutral position to either the second speedposition 2, or the third speed 'position 3, by a yoke 39 having a guide-rod 46 secured therein extending to the direction of movement of the shifter bar I2. The guide-rod 46 is slidably fitted in an opening in the upper end of the shifter bar, and compressionsprings 4I and 42 are arranged on the rod 46 between the shifter bar yoke. The yoke 39 is provided with axial cylindrical extensions 43 and 44 forming plungers extending within the actuating coils 45 and 46'. Short-circuited damping vcoils 41 and 48 are arranged on the plungers 43 and 44 respectively. The circuit through'which the actuating coils45 and 46 are energized includes normally closed switches biased to a closed position and having actuating arms 49 and 56, which are pivoted at 5I and 52 and arranged in the pathrof movement of pins 53 vand 54 carried by the plungers 43 and 44 respectively. When the plunger 43 is moved to the right so as to urge the shifter bar I2 into its second speed position 2, the rodl 53 will engage the arm 49 of the switch'and open thecontacts 55 and 56 thereof, so as to deenergize the actuating` coil 45. Similarly.' when the plunger 44 is shifter bar l2 from the neutral tothe third speed position 3, the pin 54 will engage the arm f3, so as to open the condeenergize the actuating coil 46. A'l'he yoke 39 is provided with a projection 59 on the upper portion thereof having anotch 66 therein, which is engaged by the latch 6I to retain the yoke 39 and the shifter bar I2 in its neutral position when the shifter bar I3 is in its gear engaging position. The latch 6I is also adapted tov engage the ends 62 and 63 of the projection 59 to latch the yoke 39 in a position to urge the shifter bar I2 to either the second or third speed position. Whenever the shifter bar I2 is in the second or'third speed gear engaging position the shifter bar I3 is latched in its neutral position by position N, and

and that the yoke 26 and the plunger parallel and the ends of the' upper end 14 of v into engagement with bar 11 is raised, so as fingers 16 and 1I gear engaging positions v 3 the latch 38 engaging the end 21h of the projection 21.

` In order to avoid possible damage to the gear Y shifting mechanism, or transmission, which might occur if the shifter bars I2 and I3 wereboth in a gear engaging position when the clutch is engaged to connect the engine to the Wheels through the gear shifting mechanism, I construct this electrically responsive gear shifting mechanism, so that it first nievesv the shifter bar I2 or I3 to a neutral position before the other shifter bar is moved to a gear engaging position. This construction includes `a neutralizing finger 64 arranged to engage the upturned end of the shifter bar I3, which is pivotally supported at 65,

and which is provided w'th an extension 66 on` which the latch 38 is pivoted at 61. The latch 38 is urged downwardly by a spring 68, and is limited in its downward movement with respect to the-end 66 of the neutralizing finger by a pin 69. Upon raising the end 66 of the neutralizing finger, the lower end thereof, which is in engagement with the upturned end of the shifter bar in its gear engaging position shown in the drawings, will move the shifter bar to" its neutral simultaneously release the latch 38, so that the yoke 26 will also move to its neutral position due to the compression of the spring 29 by this movement of the shifter bar I3. Upon lowering the end 66 of the neutralizing finger the latch 38 will engage the end 21h of the projection 21 and retain the shifter bar I3 in its neutral position.

neutral position before the shifter bar I3 is moved to its gear engaging position shown in the drawings, so as to insure Ithat both of the shifter bars will be in the neutral position before either of them is moved to a gear engaging position, I provide neutralizing fingers 16 and 1 I arranged on opposite sides of the upturned ends of the shifter bar I2 and in the path of movement of this shifter bar, which are pivotally supported at 12 and 13 respectively. The' upper ends 14 and 15 of these neutralizing fingers are pivotally secured to the end 16 of a cross-bar 11, which extends through the end15 of the neutralizing finger 1I and into a slot 18 in the the neutralizing finger 16. By

this arrangement the ends 14 and 15 of the neutralizing fingers can be raised by upward movement of the cross-bar4 11, so as to swing them about their pivotal supports 12 and 13, and move the shifter bar I2 from the second or third speed position to its neutral position and retain it in this position until the neutralizing fingers are released. If the shifter bar I2 is `in itsy neutral position Athe neutralizing ngers will be swung the upturned end of the shifter bar I2, so as to retain it in the neutral position until the equalizing fingers are released. The latch-6I is pivotally secured at 19 to the upper end 14 of the neutralizing fingers 16. The latch 6I is urged toward 39 by a spring 86 land is limited in its downward movement with respect to the end 14 of the neutralizing nger `by a `pin 8|. When the crossto swing the neutralizing to move the shifter bar I2 to its neutral position, or secure it in its neutral position, the latch 6I will be simultaneously disengaged from the top of the yoke 39 to permit its being moved -to the neutral position by the springs 4I and 42, or to be moved to one oLits by the actuating coil 46 the top of the yokeA 4 or 46. Movement of the yoke 39 toward either of the gear engaging positions will compress the spring 42 or 4| between the shifter bar and the ends of the yoke.

'I'he other end of the cross-bar II is secured to the upper end 66 of the neutralizing finger 84, as indicated at 82. The cross-bar 'I1 is raised, so as to simultaneously actuate the neutralizing fingers 64, 'I0 and -'II, by a pull-rod 83 having a'plunger 84 thereon provided with an actuating coil 8,5. 'I'he actuating coil 85 is connected in the same circuit with the actuating coils 3|, 45, and 46, so that Whenever one of the actuating coils is energized, the actuating coil will also be energized to swing the neutralizing ngers and move' thek shifter bars to a neutral position, or retain them in this position. The actuating coil 85 is also deenergized when one of the actuating coils associated with the shifter bar is deenergized upon opening one of the switches associated with the rods 33, 53, and 54. When one of the actuating coils 3|, 45 or 46 and the actuating coil 85 are energized, the shifter bars I2 and I3 are urged toward or retained in their neutral position, and the yoke 26 or 39 is moved by an actuating coil to compress one of the springs 29, 4| or 42, so as to resiliently urge one of the shifter bars toward a gear engaging position. The movement of the yoke 26 or 39 toward its gear engaging position opens the circuit of the actuating coils, so as to deenergize them. The magnetic field established by energizing one of the actuating coils 3|, 45 or 46 is sustained by the action of the shortcircuited damping coils 32, 41 or 48, upon opening the circuit to the adjacent actuating coil, which prevents the springs 29, 4I or 42 from moving the yokes26 or 39 until the plunger 84 has dropped suiiiciently to disengage the shifter bar and latch the yokes 26 and 39 in their neutral or gear engaging position.

It will be noted that the electrically responsive gear shifting mechanism which I have described actuates the shifter bars 'I2 and I3 from the neutral to the gear engaging position in the first, second or third speed. Whenever the reverse gear is engaged it is necessary that the other gears be disengaged, and this could readily be accomplished in the foregoing described construction by an electrical actuating coil. In the particular construction illustrated, however, I move the shifter bar I3 into its reverse gear position and simultaneously move the shifter bar I2 to a neutral position by providing a manually controlled lever 86, 'which is pivotaliy supported at 81 intermediate the ends thereof. The lower end of this lever is pivotally connected at 88 intermediate the ends of a cross-link 89 having one end connected to the end of the neutralizing i'lnger 64 by a link 90, and the other end slidably connected to the shifter bar I3 by a link 9| having a slot 92 therein in which is arranged a pin 93l extending from the shifter bar. The slot 92 is long enough so that the shifter bar can be moved from its neutral position N to its first speed position I without affecting the lever 86. When it is desired to move the shifter bar I3 to engage the reverse gear R, theupper end of the lever 86 is pushed forwardly toward the shifter bar. 'Ihe initialforward movement' of the lever 86 swings the link 89 and causes the pin 93 to engage the end of the slot 92 adjacent the neutralizing nnger 64, and further forward movement of the lever I6 pulls the shifter bar I3 from its first speed position I. or its neutral position N, into its reverse lear position R. This movement of the lever'86 throttle valve I will be closed, so that in its neutral position N, In order to prevent the actuating coils 85, 3|, 45, and 46 being energized, when the shifter bar I3 is moved to its reverse gear position R, a switch 94 is connected in circuit with the actuating coils, which is connected by a link 95 to the lever 86, so that the switch 94 will be opened upon moving the lever 86 forwardly to actuate the shifter bar tion.

The throttle valve I I of the engine of the vehicle is actuated, so as to -open and close the same, by a linkage including a Afoot-operated plunger 96 having a compression spring 91 biasing it to a position to close the throttle valve II. This linkage includes a bell-crank lever 98 attached 'to a shaft 99, which is supported in suitable bearings. One arm of the bell-crank lever is secured tothe plunger 96 at 96a, and the other arm thereof is provided with a pin |00 arranged in a slot |0I formed in the end of a link |02, which is pivotally connectedl at I 03' to an to the stem |05 of the throttle valve II. The end of the arm |04 and the link |02 are connected to the plunger I9 of the double valve II by a rod |06, which is bent at right angles at |01 .and extends through the openings in the ends of the rod |02 and the arm I 04. This linkage is urged by a tension spring I 08, connected to the end of the rod |01, toward a position in which the throttle valve II is opened, and the plunger I9 is projected within the body ofthe valve I'I to close the saine. The tension ofthe spring |08 is not sufficient to move this linkage so as to actuate the throttle .valve I I from its closed to its open position against the stronger spring 91. Whenever the operator of the vehicle releases plunger 96, the the engine runs at idling speed and the valve I 'I willv be opened, so `that the power device I4 will disengage the clutch connecting the engine to the speed changing mechanism. On the other hand, whenever the operator depresses the plunger 96 the spring |08 moves this linkage, so as to open the throttle II and increase the torque produced by the engine and simultaneously closes the valve I'I to engage the clutch connecting the engine to the speed changing mechanism.

In order to coordinate the automatic shifting of the gears with the speed of the vehicle and the tractive effort produced on the wheels by the engine, I. providea centrifugal device, which is preferably connected by a shaft |09 to a driven member of the vehicle coupling the speed changing mechanism to the rear wheels, so that the shaft |09 is driven at a speed which is directly proportional to the speed of thevehicle. The speed of the vehicle at which this centrifugal de- |3 to its reverse gear posiarm I 04 attached vice energizes the electrically responsive means for engaging and disengaging the clutch and shifting the gears is varied in accordance with the opening of the throttle II of the engine, produced by depressing the plunger 96, prior to the initiation of the gear shifting operation.

In the particular construction illustrated, the centrifugal device includes weights I.I0 which are pivotally -supported on a shaft III extending at right angles to theshaft |09 and rigidly attached thereto. The weights IIO are urged toward a position at an acute angle with the axis' of the shaft |09 by a spring I|2. As the speed of the shaft |09 increases, the weights III are 76 I I provide cams H3 and H4 which are carried by a sleeve H5 having an axial, square opening therein fitting on the squared end H6 of the shaft |09 and slidable axially thereon. In this way, the force required to drive the cams H3 and H4 is obtained from the shaft' |09 and the cams do not, therefore, react on the weights H0 so as to change their response to changes in speed against the action of the spring H2. The' sleeve H5 is provided with an extension' H1, whichis connected to the weights H0 by a link H0. When the vehicle is stopped the shaft |09 is also stopped, as it is connected to the driving wheels, and the cams I I3 and H4 are moved axi' ally by the, spring H2 to the position illustrated in the drawings. The cams H3 and H4 are utllized to control the energization of the actuating coils of the gear sluiting mechanism by provid-- ing toggle switches, which are actuated by these cams. The first of these toggle switches is provided with arms I9 and |20 axially spaced apart by a block |22, which are pvotally supported on a shaft I2| arranged parallel with the shaft |09. Inthe position of the sleeve' H5 shown in the drawings, to which it is moved by the spring I I2 ,when the vehicle comes to rest, the arm H9 extends in the path of movement of the cam H3, so as to swing the arm H9 about the shaft |2| in which position the arm |23 of this switch en` gages the contact |24, as shown in the drawings. The arm |23 is movedl into engagement with the contact |24 by this movement of the arm I I9 b y a toggleincluding the arm |23 which is pivotally supported at |25 and pivoted on an am |26 having a pin I21-engaging 'a slot |23 in the extension |29 carried bythe arms H9 and |20. The toggle action is obtained by providing a spring |30 connecting` the pin' |21 and a Vpin |3| onl the arm |23. Bringing the arm |23 into en-' -gagement with the contact I24'actuates the electrically responsive gear shifting mechanism so as toA move the shifter bar I3 into its first speed position. When the vehicle is started the rota'- tion of the shaft |09 causes the weights H0 to swing toward a plane normal to the shaft |09 and move the sleeve H5 through the link H9 axially toward the end H6 of the shaft. Thecam H3 is thus moved out of alinement with the arm H9 and intoalinement with the arm |20. The cam H3 then engages the arm |20 and swings it-to the right, so that the pin |21 is moved to the other,side of the pivotal support |25` and the-spring |30 swings the arm |23 into engagement with the contact |32 of the toggle switch, it being understood that this movement lofthe arm |20 also swings the arm H9 to the right, as it is connected thereto. Bringing the arm |23 into engagement withthe contact |32 completes a circuit to the electrically responsive gear shifting mechanisnilso as to shift the gears into the second speed position.

' Upon further increase in speed of the shaft |09 the second toggle switch is actuated b'y the cam H4. This toggle switch includes arms |33 and |34, which are pvotally supported on the shaft |2I and spaced apart axially by a block |35,

and an extension |36 having a slot I 31 engaging a pin |30 `carried by an arm I39 which is 'pivto the right and move the arm |4| of the toggle switch into engagement with a. contact |45. Bringing the arm |4I into engagement with contact |45, energizes the electrically responsive gear shifting mechanism, so as to move the shifter bar I2 into its third speedposition. 'Upon a decrease in speed of the vehicle the cam H4 is first retracted from the end of the shaft H6 by Vthe spring H2, sol that it engages the arm |33 and swings the arm |4I into engagement withthe contact |42 to shift the gears to the y second speed position, then the cam H3'passes the arm |20 and then moves into engagement with the arm H9 so as to swing the arm |23 from the contact |32 into engagement with the .contact |24 Yand thereby shift the gears into the first speed.

In order to modify the action of the centrifugal device including the Weights H0 and the cams H3 and H4, so that the speed of the vehicle at which shifting of the gears takes place will bev coordinatcd with the opening of the throttle when the 'gear shifting operation is initiated, I provide an arm I 46 on the shaft 99 which is connected to a lever |41 by a spring |48, the lever |41 being pivotallysupported at |49 and provided with a.

yoke |50 engaging an annular groove I5I in thesleevefH5. By'this arrangement the speed of ythe shaft |09, at which the weights H0 move the sleeve ||5 axially of the shaft H6 to successively shift the gears from the first to the second and then to the third speed, will be varied in accordance with the opening of the throttle II produced Yby depressing the plunger 96, which throughout its downward movement acts through the arm |46 to increase the tension'of'the spring |40 and resist the action of the weights H0 in moving the sleeve H5 toward the end H6 of the shaft.

It is necessary in the particular power system illustrated to close the throttle I I of the. engine and disengage the clutch before 'the electrically responsive gear shifting mechanism is energized to shift the gears. I, therefore, provide a throttle closing coil'I52 having a plunger |53 which is connected at. |54 to a. bellcrank lever pivotally supported at |55, ,the other arm of the bell-crank lever belngfconnected at |56 to. the link |02.v Upon energizing the throttle closing coil |52 the throttle I I is moved to its closed position at which the engine will run at 'idling` speed, and the plunger I9 is retracted, so as to open the valve l1 andapply the suction of the manifold I0 of the engine to the power device I4 to disengage the clutch. If the operator retains the plunger 96 in'its depressed position, as soon as the throttle closing coil |52 is deenergized the throttle H will be reopened and the plunger I9 will be projected soI as to close the valve I1 and engage the clutch(j y vWhen the arm |23 of the flrst toggle switch is brought into engagement with contact |24 by the action of the cam` ||3 on the arm H9, a circuit -is completed between a battery |51 and the actuating coils 3| and 05 Vof the electrically 'reneously releases the latches 38 and 6|.

sponsive gear shifting mechanism and the throttle closing coil |52. This circuit includes the switch 94, conductor I 58, arm |23 and contact |24 of the rst toggle switch, conductor |59, contacts 36 and 31 which are then closed, actuating coils 3| and 85, conductor |60, throttle closinglcoil |52 to ground at I6I, which completes a circuit to' the battery |51 as one side thereof is grounded at I6Ia. The resistance of the throttle closing coil |52 is made such that upon closing of this circuit most of the voltage drop in the circuit is across the throttle closing coil, and the actuating coils 3| and 85 of the electrically responsive gear shifting mechanism are'not energized suiilciently 'to actuate the plungers 30 and 84. The throttle connected at |64 to an arm |65 attached to the shaft 22 connecting the power device I4 and the clutch foot pedal 23 to the actuating arm of the clutch. Bridging the contacts |62 short circuits the throttle closing coil |52 through a circuit including conductors |66, |60 and |61. Upon disengaging the clutch and short circuiting the throttle closing coil I 52, the -voltage applied to the actuating coils 3| and 85 suddenly rises sufficiently t`o immediately raise the plunger 84. Raising the plunger 84 swings the neutralizing fingers 10, 1I, and 64 into engagement with the shifter bars I2 and I3 respectively, and simulta- This movement of the neutralizing fingers brings ,the shifter bars I2 and I3 into a neutral position, or retains them in this position. 'I'he actuating coil 3| moves the plunger 30 and the yoke 26 to the left, so as to compress the spring 29 against the shifter barv I3 its neutral position. At the end of therange of movement of the plunger 30, the rod 33 engages the arm 34 of the switch to open the contacts 36 `and 31 and deenergize the actuating coils 3| and 85. The plunger 84 then drops downwardly, whichv lowers the cross-bar 11 and releases the neutralizing fingers 64, 10, and 1| permitting the spring 29 to move the shifter bar I3 into its first speed position and simultaneously engage the latch 38 with the end 21a of the projection 21 and also engage the latch 6| with the notch 60, as shown in the drawings. The engagement of these latches retains the shifter bar I3 in its first speed position and retains the lshifter bar I2 in its neutral position. 'Ihe damping coil 32 suiciently retards the collapsing of the-'field produced by deenergizing the actuating coil 3| to maintain the plunger 30 in the first speed position until the latch 38 engages the projection 21. It will be understood that the shifter bar I3 comes in contact with the neutralizing finger 64 upon' moving to its rst speed position I. 'I'he shifter bar I3 is moved into its first speed position, as above described during the interval between theclosing of the contacts |62 of the short circuiting switch connected across the throttle closing coil |52, and the subsequent movement of the throttle II and the plunger I 9 to increase the speed of the. engine and engage the clutch. As a result the opening of the engine throttle and engagement of the clutch takes place as soon as-the shifter bar I3 is latched in its iirst speed position so that smooth operation is obtained.

'I'he throttle |I will ordinarily be opened by depressing the foot-operated plunger 96 in starting the vehicle, and the rate of acceleration of the vehicle will depend on the opening of the throttle produced in this way.4 As the speed ofl the-vehicle increases the weights' ||0 of the centrifugal device will act against the springs |I2 and |48, to move the sleeve |I toward the end of the shaft ||6. 'I'hecam |I3 will then come into engagement with the arm |20 and actuate the toggle switch so that the arm |23 engages the contact |32. This connects one side of the battery |51 to the actuating coils 45 and 85 of the electrically responsive gear shifting mechanism and the throttle closing coil |52 by a circuit including switch 94, conductor |58, arm I 23, contact |32, conductor |68, arm |4I, contact |42,v

conductor |69, contacts 55 and 56 of the switch associated with the rod 53 to one side ofthe actuating coil 45, conductors |10 and |1| to the actuating coil 85, and conductor |60 to the throttle closing coil |52, and ground at |6I to complete acircuit to the other side of the battery, which is grounded-at |6Ia. The closing of this circuit will not energize actuating coils 45 and 85 sufficiently to move the plungers 43 and 84, but will raise the plunger. |53 to close the throttle valve and ope'n the valve I1, so as to actuate the power device I4 and disengage the clutch. After the clutch is disengaged the. contacts |62 of the switch short circuiting the throttle closing `coil will be bridged by the contact |63. This will increase the voltage applied to the actuating coils 45 and 85, which releases the latches 38 and 6| and actuates'the neutralizing fingers 64, 10, and 1| Ato move the shifter bar I3 to its Aneutral position N, and to engage the shifter bar I2 to retain it in its neutral position. The actuating coil 45 will move the plungery 43 to the right and compress the spring 40 to `urge the shifter bar I2 toward its second speed position 2, but movement of the shifter bar I 2 from its neutral position will be prevented by the neutralizing fingers and 1|, which are in `engagement therewith. Toward the end of the range of movement of the plunger 43, the pin 53 will engage the arm 49 and'open the contacts 55 and 56 of the switch, which deenergizes the actuating coils 45 and 85. The plunger 84 and the cross-bar 11 will then drop downwardly, releasing the neutralizing fingers 64, 10, and 1| from the shifter bars I2 and I3, engaging the latch 38 with the end 21b of the projection 21 to retain the shifter bar I3 in its neutral position, `and engaging the latch 6|- with the en 63 of the projection 59, so as to retain th plunger 43 in the position to urge the shifter bar I2 toward its second speed position 2. Upon releasing the neutralizing fingers 10 and 1I from theshifter bar I2 and engaging of the latches 38 and 6I the spring 4| will move the shifter bar I2 into its second speed-,position 2. The plunger 43 and the yoke 39 will be prevented from moving until the latch 6I has engaged the projection 59 at 63 by the retardingaction of the damping coil 41. The shifter bar I2 will be moved into its lila.

I|4 will iirst pass the arm |33, then engage the arm |34 and actuate the second toggle switch .to bring arm |4| thereof into engagement with the fixed contact |45.

This completes a circuit between the battery |51, and the actuating coils 48'and 85 of the electrically responsive gear shifting mechanism and the throttle closing coil |52. This circuit includes conductors |58, arm |23, contact |32, conductor |88, arm |4I, contact |45, conductor |12, contacts 58 and 51 to the actuating coil 48, conductor I1| to the actuating coil 85, conductor. |88 to the throttle closing coil |52, and to the other side of the battery through ground at |8I, as the battery is grounded at Completing this circuit will not energize the actuating coils 48 and 85 sufficiently to shift the gears, but will energize the throttle. closing coil |52 to close the throttle II and open the valve I1 so as to disengage the clutch. After the clutch is disengaged the throttle closing coil |52 will be short circuited by the closing of the. contacts |82 'and |83, which will suiiiciently increase the voltage applied to the actuating coils 48 and 85 to raise the plunger 84 and move the plunger 44 to the left. This raises the cross-bar 11 to disengage the latches v38 and 8l, and swings the neutralizing linger 84 into engagement with the shifter bar |3 and retains it in its neutral position, and alsoswings the neutralizing fingers 18 and 1I into engagement with the shifter bar I2 to move it to its neutral position where it will be retained by the neutralizing fingers. Move-y ment of the plunger 44 to the left compresses the spring 42 and urges the shifter bar |2 toward Yit-s third speed position 3, but it will be prevented from moving by the neutralizing ngers.

I l Toward the end of the range of movement of the plunger 44 the rod .54 will engage the arm 58 and open the contacts 51 and 58 thereby deenergizing the actuating coils 48 and 85. The plunger 8 4 and the cross-bar 11 will then drop downwardly, so that the latch 38 will engage the end` 21b of the projection 21 to retain the shifter bar I3 in its neutral position and the latch 8| will engagethe projection 58 at 82 to retain the yoke 38 in the position to compress the spring 42 and urge the shifter bar I2 toward its third speed position 3. YYThe movement of the plunger 44 will be retarded to permit engagement of the latches by action of the damping-coil 48. Simultaneously, with engagement of the latches 8| and 38, the neutralizing fingers 84, 1|| and 1| will swing away from the shifter bars'l2 and I3, and the shifter bar I2 will be moved into its third speed position 3 by the spring 42. This actuation of the electrically responsive gear shifting mechanism into its third speed position 3 will occur in the interval between the closing of the contacts |82 and |83, and the opening of. the throttle Il and the ,closing of the valve I1 to engage the clutch,*so

as to produce smooth operation.

Under some conditions of operation it will be desirable to control the gearshifting mechanism manually, and I provide for this manual operation Y -by arranging a switch to disconnect the centrifu- I gally actuated switches from the electrically re-l sponsive gear shifting mechanism, and establish a connection betweenthe electrically responsive cuits including a manually controlledA switch by which the gears can he shifted electrically into `the i'lrst, second and third vspeed positions. This construction includes interconnected switch arms [13, |14, and |15, which in the position illustrated in the drawings, complete the circuits between the centrifugally controlled toggle switches and the gear shifting mechanism. These arms are interconnected as indicated at |18 so that theycan be swung upwardly intoy engagement can be actuated by the foot pedal 23, or by` vmanipulation of the throttle controlling plunger When it is desired to shift the gears auto- 88. matically the arms |13, |14 and |15 are restored to the position shown in the drawings which completes a circuit between the battery and the contacts of the centrifugally controlled rst and second toggle switches above described.

` In the operation of the power system shown in Fig. i, before the engine is started the lever 88 is moved forwardly away from the. switch 84 to move the shifter bar I3 into its neutral position, and the lever 88 is then returned to close the switch 84. This is necessary as the cam. ||3 actuates the arm I|8 of the first toggle switch to energize the actuating coils 3| and 85 when the vehicle comes to a stop, so that when the engine is stopped the shifter bar I3 is in its flrst speed position shown in the drawings. Stopping the engine causes the pressure to rise in the intake manifold ||l and the power device I4 will 'no longer disengage the clutch. If the engine were started at this time, power would be transmitted from the engine through the speed changing mechanism to the driving wheels. Upon moving the shifter bar I3. to its neutral position and starting the engine, the throttle II will be in its idling position and the plunger I8 retracted to open the valve I1, and the clutch will be gradually disengaged by the reduction inthe pressure in thc power device I4. A circuit will then be completed between the battery |51, actuating coils 3| and 85 of the electrically responsive gear shifting mechanism, and the throttle closing coil |52, so4 that the throttle II will be moved to its closed position, and the valve |1 will be opened to disengage the clutch. After the clutch is disengaged the movable 'contact |83 will bridge the contacts |82 and short circuit the throttle closing coil |52, so as: to increase the voltage applied to th actuating `coils 3| and 85 and to move the shifte bar I3 into its iirst speed position, at the same time opening the circuit through the actuating coils 3| and 85 by separating the contacts 38 and 31. If the operator depresses the plunger 88 to open the throttle II, the plunger I8 will close the valve I1 and engage the clutch to start the vehicle. .l ,i f

rf the throttle u is fully op/eed to obtain maximum acceleration, the tractive effort-vehicle speed curve 'in the first speed will approximate that indicatedat A in Fig. 4, and the rst speed will remain engaged until the tractive effort developed in this first speed is slightly less than the tractive effort which would be developed in the second speedv position at this particular vehicle speed. This is indicated in Fig. 4

where the curve Acrosses the tractive effortvehicle speed curve B in the second speed posi- 8 tion. Under this full throttle opening the spring |48 will resist the action ofthe weights |I6 'of the centrifugal device and delay the shifting from the iirst to the second speed until the proper time. Under this condition the weights I|6 will move the cam I I 3, so that it actuates the arm |26 to move the. arm I23 of the iirst toggle switch into engagement with the contact' |32. This completes the circuit from the battery |51 to the actuating coils 45 and 85 and the throttle closing coil |52. The throttle closing coil then moves the link |62, so that slot I6I therein slides on the pin |66 and closes the throttle II and opens the valve I1 against the-action of the spring |68 to reduce the speed of the engine to idling speed and to disengage vthe clutch. After the clutch is disengaged the contact |63 bridges the contact I 62 and short circuits the throttle closing coil |52 which increases the voltage across the actuating coils 45 and 85. 'I'his actuates neutralizing fingers 64, 16, and 1| to move the shifter I3 into its neutral position and to retain the shifter bar I2 in its neutral position and, simultaneously, releases the latches- 38 and 6 I.` At the same time the actuating coil 45 moves the plunger 43 to the right, to compress the spring 4I, and to bring the rod 53 into engagement with the arm 43, which opens the contacts 55 and 56 and deenergizes the actuating coils 45 and 85, so that the v neutralizing fingers are released and the latches 6| and 38 will latch the yoke 26 in its-neutral position and latch the yoke 33,in the second speedl projecting the plunger I9 to close the valve I1.v

'I'he vehicle will then run in second speed produclng the tractive effort vehicle speed curve like that indicated at B in Fig. 4, and remain in second speed until the tractive effort in this speed becomes slightly less than that which would be produced in third speed'at the Vehicle speed finallyV attained in the second speed.

After the vehicle speed is'further increased and the tractive effort is slightly less than that which would be produced at third speed as indicated by the curve C in Fig. 4, the cam I I4 will pass the arm |33 andY engage the arm |34 of the second toggle switch Aandmove arm I4| thereof into engagement with the contact |45. This will complete a circuit between the battery |51 and the actuating coils 46 and 85 and the throttle closing coil |52. As the clutch is engaged, the contacts |62 will not be bridged by movable contact |63 so that completing this circuit will energize the vthrottle closing coil |52 to close the throttle' II and to open the valve I1 and initiate disengagement of the clutch. Actuating coils 46 and of thel electrically responsive gear shifting mechanism will not be energized sufficiently to actuate the plungers 44 and 84. After the clutch is disengaged'the movable contact |63 will bridgethe contacts |62; -and short circuit the closing coil |52 thereby increasing the voltage applied to the actuating coils 46 and 85. This will move the neutralizing `finger 64 in a position to retain the shifterbar I3 in its neutral position, and will also actuate the neutralizing fingers 16 and 1|, so as tovmove the shifter bar I2 from its second speedposition 2, to its neutral position. Simultaneously with this movement of therneutralizing fingers, the latch 6I is released from top of the yoke 39, so that the actuating coll 46 When the vehicle is stopped by releasing the 75 move the plunger 44 to the left and compress the spring 42 and urge the shifter bar I2 toward the third speed position, but movement of the shifter bar will be prevented by the neutralizingl fingers.'

Toward the end of the travel of the plunger 44, the rod 54 will engage the arm 56, to open the contacts 51 and 56 and to deenergize the actuating coils 46 and 65. 'I'he plunger 84 and the cross-bar 11 will then drop downwardly so that ing ngers -16 and`1| will release the shifter haty I2, 4and the spring 42 will move this shifter bar into its third speed position 3.

The movement of the shifter bar I2 in its third speed position 3, as above described, will take place inthe interval between the closing of the contacts |62 and |63 after disengagement of the clutch and before the throttle has been reopened and the clutch engaged by the action of the spring A|68 on the plunger I9 andthe throttle II. This produces -a smooth shifting voi.' the gear from secondto third speed, and the vehicle lis operated in the third speed. If` the vehicle ascends a steep grade necessitating shifting into the second or first speed position, the speed of the vehicle willilrst decrease until the weights I I6 retract the sleeve I|5,and bring the cam I I4 into engagement with the arm |33 of the second toggle switch-which will move the arm I4| thereof from thecontact |45 into engagement with the contact |42, 'as shown in the drawings.. This will initiate a similar series of operations of closing ,the throttle and disengaging the clutch and shifting the gears from the third tosecond speed, and then reengaging the clutch as above described. If the vehicle speed further decreases while running in second speed, the cam II3 will first pass the arm |26 of the first toggle switch -and engage the arm ||9 thereof, so as to move the arm |23 of this switch into engagement with the contact |24. This will also initiatean operation of successively closing the throttle, disengaglng the clutch, moving the shifter bar I2 to its neutral position and moving the shifter bar I3 into its first speed position, then yreengaging the clutch, so that the vehicle will then ascend the grade in first speed. The gears will then be automatically shifted as .required by the operating conditions. c

When starting up gradually with a low rate of acceleration, as desired under most operating conditions, the plunger 96 Awill be depressed to only slightly open the throttle II. The tension on the spring |48 will be increased and the weights |I6 will act on the sleeve ||5 to move -the cams |I.3 and II4 through the successive .positions in which the gears are shifted from first, to second, and then to third speed at a lower Vehicle speed, the tractive effort-vehicle speed curves in the first, second and third speeds being similar' to that shown in Fig. 4 for a fully open throttle, but having ycorrespondingly less values of tractive effort and vehicle speed depending upon the degree of opening of the throttle II.

, plunger `96 so as to close the throttle and applying the brakes, the cam ||3 will be brought into engagement' with the arm ||9 of the rst toggle switch and movethe arm |23 thereof into enshifter bar |2;n its neutral position and moves the shifter h'ar |3 into its first speed position as shown in the drawings.

In starting, when the throttle is opened by depressing the plunger 9G, the clutch will be engaged and the gears of the speed changing mechanism will be vshifted automatically as required.

It, will be noted that wheneverv the electrical circuits in the powersystem which I have described are completed to effect automatic shifting of the gears of the speed changing mecha.- nism, the circuits are opened so that no power isrequired by the`batteryl|51 except in the interval in which these automatic operations take place.

In the embodiment of my invention shown in Fig. -2, ly have illustrated a power system in which the gears of the speed changing mechanism connecting the engine to the driving wheels ofthe vehicle are automatically shifted, and in which the electromagnets of the gear shifting mechanism are not utilized to shift the gears directly, but only for the purpose of changing the relation of controlling stops, so as to effect shifting of the gears. This has the advantage of minimizing the amount of power required to be supplied by the battery of the vehicle to automatically shift the gears of the speed changing mechanism. This power system for an automobile includes an internal combustion engine pro.- vided with an intake manifold |85 through which the combustible mixture is supplied from a carc speed. The engine is connected to the driving ,the gear shifting mechanism to a neutral or gear engaging position. The clutch connecting the engine and the speed changing mechanism is vbiased in the usual way to a position in which the clutch is engaged, and a power device |89 is provided'for controlling the engagement and disengagement of the clutch.

ber at which the electrically,V responsive gearv l shifting mechanism is actuated to shiftthe gears 66 'This power system is to that shown in Fig.' 1, and includes an electrically responsive gear shifting mechanism for actuating the shifter bars |81 and |89 from their neutral to their gear engaging positions, which is controlled by a centrifugal switch responsive to the speed of a driven member connecting the speed changing, or gear shiftingmechanism, to the ydriving wheels'of thevehicle. The particular speed of the driven memis modified by a spring, or other suitahle'arra'ngement, inA accordancewith the movement of the throttle controlling lever of the vehicle.y In the ','interval during which the gears are shifted the lthrottle is automatically closed and the clutch disengaged, and after the gears are shifted the throttle is released, soV that it can be openedland the clutch engaged. vIn this way the shifting of@ f v the gearsl of the vehicle is coordinated with the ,speedm the vehicle `and the actuation pf, the

throttlejcontrolling lever in such manner as to y' produce maximum acceleration of the vehicle for any particular throttle opening, and obtain the most satisfactory performance of the vehicle,

Y I, without any attention on the part of the operator. sagement with the contact |24. This latches the The power device |89 is ofthe vacuum operated type, and is connected to the intake manifold |85 of the engine by pipes -|90, |9|, and a double valve |92 having plungers |93 andv |94. When the vehicle is running under power and the gears automatically shifted, the plunger |93 is in the position shown in the drawings, in which an opening |95 is in ralinement'with the opening |96 through the double valve. The plunger |94 is provided with an opening |91 shown projected out of alinement with the openings |95 and |96 to close the valve, which can be brought into alinement with these openings to open the valve by retracting the plunger |94. is also provided with a slotV |9411 which vents the power device |89 to engage the clutch when the plunger is projected. In the projected position of the plunger |94, shown vin the drawings,

'Ihe plunger |94 the power device is vented and the valve |92 cuts v off communication between the intake manifold |85 and the power device |89, which engages the clutch. IWhen the plunger |94 is retracted the valve |92 is opened, which affords communication between the intake manifold |85 and the power device I 89, andthe vent |94a is closed, which disengages the clutch. Opening th-e valve |92 actuates the power device |89 to disengage the clutch through a linkage including the link |98 and an arm |99 attached to a shaft 200, which is mounted on suitable bearings, and which is connected to the clutch controlling arm. A foot pedal 20| is loosely mounted on the shaft 200, and pro- Avided with a projection 202, which engages a collar 203 fixed on the shaft 200, so that upon depressing the foot pedal the clutch can be disengaged independently of the power device |89, Thel foo-t pedal can be actuated independently of the power device |89, as the link |98 is connected to the arm |99 by a pin 204 extending into a slot 205 in the arm.

In this embodiment of my invention, the shifter bars |81 and |98 are actuated by a gear shifting mechanism, which is electrically controlled, so as rto move both of the shifter bars to a gear engaging position, the electrical controlling coils of the gear shifting mechanism. being arranged so that they are deenergized as soon as they are actuated. The power for shifting the gears is obtained from the power device |89. This gear shifting mechanism includes levers 206 and 201, which are pivotally connected at 208 and 209 to the shifter bars .|81 and l'respectively. The levers 206 and 201'are` pivotally connected intermediate the vends thereofto shafts 2|I| andy 2| l respectively. The shaft 2 |0 is secured to an arm 2|2, which is attached to one end of a shaft 2| 3 extending through a sleeve 2|4 mounted in a bearing 2|5. The other end of the shaft 2|3 is attached to va downwardly depending arm '2|8, which is connected at its lower'end to a vtension The shaft-2|| is connected to an larm 2|8, which is'attached to one end yoffth'e sleeve 2|4. The other end of the sleeve2|4 is providedA with a, downwardly depending'arm 2|9 having a tension Aspring 220 -connected to` the lower end thereof. The arms 216 and 219' are connected vto the power device |89 by pins 22| and 222 'extending'into'slots 422H-and,- 224 'in a forkealvink :z5 connected to an afm-22s attached tojthe shaft 20|."A` These Vslots are arranged so of movement toiv actuate the shifter bars |81 and |83, and in subsequent further movement of the link 228 to the position shown in the drawings the clutch is engaged. By this arrangement, whenever the power device |89 is actuated to disengage the clutch, the forked link 225 moves the arms 2| 8 and 2I9 against the action of the tension springs 2|1 and 220. When the power device is actuated to 'engage the clutch the forked link 22-5 permits the springs 2|1 and 220 to return the arms 2|8 and 2|8 toward their initial positions.

This movement of the arms 2| 8 and 2|9 produced by the disengagement and engagement of the clutch reciprocates the shafts 2|0 and 2|| through the shaft 2|3, sleeve 2|4, and arms 2 I2 and 2|8.

AIn order to utilize the reciprocatory movement of the shafts 2| 0 and 2|I, which arepivotally connected to the levers 208 and 201, first to move the shifter bars |81 and |88l to a neutral position,` and then to move one of them. to a gear engag- 221 is slidably supported in openings 229 and 230 in the upper portion of a C-shaped bracket 23|, which is rigidly supported on a suitable framework. The stop 228 is also slidably supported in openings 232 and 233 in the lower portion of the C-shapedbracket. 'I'he stopsl 221 and '228 are interconnected by a rocking bar 234 extending through openings 236` and 238 in the ends of the stops, and pivotally supported intermediate the ends thereof on a bar 238.secured to the C- shaped bracket 23|. l the stop '221 is projected in the path of reciprocatory movement of the lever. 208, as shown in the drawings, the stop 228 will be retracted by the rocking bar-234 out of the path of movement of the lever 208. The stop 221 is arranged in such relation to the upper end of the lever '208 that reciprocation of the shaft 2 I 0, produced by disengagement and engagement of the clutch, will move the shifter bar |81 into its first speed position I. The relation of the linkage connecting g ,the shaft 2|I with the power device, |89 is such that the arm m movesthe lshifter bar |s1 mw its first speed position before the clutch is enf gaged. In the mid-position of the rocking bar 234 the stops 221 and 228 are projected an equal vdistance fromthe -C-shaped bracket 23|, and

Vtionsl to its neutral position N, and when the shifter bar reaches its neutral position the upper end of the lever 288 will engage the stop 221, so

-as to retain the shifter bar |81 in its neutral position. In the other extreme position of the rocking bar 234l the stop 2 28 will be projected into the. path. of vmovement of the lever 208, and the stop221 will be retracted out of the path Qi lIlOYe' It will be noted, that when 4pins 22| and 222 come to the end of their range inent of thelever 208, so that reciprocatory movement of the shaft 2|0 will cause the lever 2015y to engage the stop 228 and move the shifter bar |81 from its rst speed position or its neutral position N, to the reverse position R, during which movement the upper end of ythe lever 208 will swing past the retracted end of the stop 221.

The stops 221 and 228 are preferably actuated electrically to obtain the desired movement of;the

shifter bar |81 to its first speed position I, orf to its reverse position, and the circuits fthis electrical control are arranged to be deenergized upon actuating the stops.

the stop 228 is retracted out of the path 'of'movement thereof, to obtain movement of the shifter bar |81 to its first speed position, by an actuat- The stop 221 is` projected V into the path of movement of the lever 208,;and

'ing coil 239, which is supported within the C- a spring 244. The movable contact 242 is carried by an operating arm 245, and the movable contact 243 ,is carried by an operating arm 248, bothv of these arms beingpi'votally supported at 241. The

operating arm 245 is arranged to be engaged by the upper end of the rocking barv 234 toward the end of its range of movement, so as to open the contacts 240 and 242, which deenergizes the actuating coil 289, as it is connected to the controlling circuits through these contacts. l

The rocking bar 234 is moved tothe other end of its range of rocking movement by an actuating coil 248, to retract the stop 221 out of the path of movement of the lever 208 and to project the stop 228 into the path of movement of the lever. and thereby actuate the shifter ba'r |81 into its reverse position R. The actuating coil 248 is supported in the C-shaped bracket 23|, and connected to the controlling circuits through thestationary contact 24| and movable contact 243.0f the doubleswitch. The. operating arm 2,48 is pivo-tally supported at `241 near the end of the path of movement of the upper end of the rocking bar 234 produced bythe actuating coil 248 sothat the operatingv arm is engaged by the rocking' bar to open contacts 24| and`243 anddeener'gize. the actuating coil 248.

'Ihe shifter bar |88 is retained in' its neutral position, moved from its neutral position to either of its gear engaging positions, or moved from one of its gear engaging positions to another, in ref sponse to` reciprocation of the shaft 2|I, by c0- operating stops 249 and 250, whichextend parallel to the shaft 2| I, and which are retractably arranged in the path of movement of the leverl 201 on opposite sides of the shaft 2| I. The stops 249 and 250 are arranged in such relation to the lever 201 that upon reciprocation of the shafts 2|0 and.2| I produced by disengagement and ensagement of the clutch, the lever 201 engages the stops 249 and 250, in their position illustrated in the drawings, to retain the shifter bar |88 in its neutral position simultaneously with the movement of the shifter bar |81to its neutral position, after which further actuation of the lever 208 will move' the shifter bar |81 to its rst speed position by the lever 288 engaging the stop 221 and swinging past the stop 228, this movement of the shifter bar |81 to its n1-st speed position de;

curring before the engagement of the clutch.v

Similarly, when the shifter bar |81 is moved into its reverse position R. upon reciprocation of the Y. 'mosaics shaftsz'n and m, che shifter bar' In win be retained in its neutral position by engagement with the stops 24| and 25| andthe shifter bar |61 will ilrst move to its neutral position byen-.

gagement with the stop 22| and, upon further movement o! the arm 266. will swing past the retracted end of the stop 221 and movethe shifter bar |61 into its reverse position. The stop 249 is slidably supported in 2 5| and 252 in the upper nd of a O-shaped bracket 253, and the stop 25| is slidably supported in openings 254 and 255 in the lower end of this C-shaped bracket. The C-shaped bracket is also rigidly supported on a suitable framework. The stops 24| and 25| are interconnected at the ends thereof by a rocking bar 256 extending through openings 251 and 25| in the ends of the stops. Thisrocking bar is pivotally supported intermediate the ends thereof at 25! on a bar. 26| attached to the C-shaped bracket 253. By this arrangement, when the stop 249 is furtherprojected in the path of movement of the lever 201, the stop 250 is retracted out of the path of movement of the lever 261, so as to move the shifter `bar |58 into its third speed position. Similarly,

Awhen the stop 25| is further projected in the path of movement of the lever 261, the stop 24| is retracted out of the path of movement thereof, so that the lever Inlove past the end of the lstop 249 and ,move the to lts'second speed position.

The stops :as and 25| are electrically actuated and the circuit is arranged to be deenergized after the stops are moved to the desired position. The stop 245 is further projected`in the path oi.' movement of the lever 261. and the stop 25| is retracted out of the path of movement thereof.V to move the shifter bar |86 from its second speed or neutral position to its third speed position,` bv an actuating coil 26|, which is connected to the control circuits through a double switch. This double switch has stationary contacts 262 and 263, and movable contacts 254 and 265 which arev urged into engagement with the stationarycontacts by a spring 266. The movable contacts 264 and 265 are carried'by operating arms 261 and 26|, which are pivotally supported at 26|. The operating arm 261 is arranged to be engaged by the upper end vof the rocking bar 256 toward the end of its range of movement produced by the actuating coil 26|, so as to open the contacts 262 and 264 and deenergize the actuating coil 26|, which is connected to the control circuits through these contacts. The stop 25| is further projected into the path of movement of the lever 251 and the stop 245 is retracted out ofthe path of movement of the lever 2|1, so as to move the shifter ybar from its neutral posiidon or third speed position, to its second speed position by an actuating coil 21|, which is supported in the c-shaped bracket 253. Near Athe end of the range of movement of the rocking bar 256, produced by the actuating coil-21|, the upper and of the rocking bar engages the operating arm 26| of the double.

switch, so as to open the contacts 263 and 265 and deenermze the actuating coil 21|, which is connected to the controlcircuit through thieseA conpivotal support 231.

jacent reciprocating lever, the stops connected to the other rocking bar will both Vbe retained in l the path oi' movement of the cooperating recipro eating lever, so that one oi?Y the shifter bars will be moved to its gear engaging position, and the other will be retained in its neutral position.A This mechanical interlock includes an interlock` ing bar 21| slidably supported on the` C-shaped brackets 23| and 2,53 in alinement with the supporting bars 23| and 26|. Onevend of the interlocking bar 21| is provided with a U-shaped crossbar 212 extending parallel to the :nain body of Athe -shaped bracket 253 and 'having inturned ends 2,13 and 214, which inthe position shown in the drawings, engage the rocking bil-l' 256,011 opposite sides of the pivotal support 25| and equidis- Y .turned ends 216 and 216a extending across'the rocking bar 234 and arranged equidistant from its 'Ihe distance between the cross-bars 212 and 215 is such. that when the right. so as to bring both ends v213 and-'216 of the cross-bar 212 into engagement with the rocking bar 256 and retain the rocking bar in its mid-position and project both of the stops 249 and 25| in the path of movement of .the lever 261. Similarly, when the rocking bar 234 is movedto project the stop 22| in the path of movement of the' lever 266 and retract the stop 221 out of the path ofl movement of this levertheother end of the rocking barwill engage the arm 216 of the crossbar and also retain the rocking bar 256'in its mid-position shown in the drawings. Whenever the rocking bar 256 ismoved from its mid-position to project one of the stops 245 or 25| connected thereto further in the path of movement of the lever 201 and ,-to retract the other stopl out of the path of movement of this lever, so as to move the shifter bar [6| into its second or third speed position in response to reciprocation of v* the shaft 2| l, the arms 216 and 2160, connected to the interlocking bar will move the rockingY bar 234 .to its mid-position and retain both of the stops 221 and 22| in the path'of movement of the lever 2|6, which retains or moves the shifter l bar I" into its ne'litral position. Y

The actuation of shifter bars |51 and |58 `of the gear shifting mechanism as above described, is initiated in accordance with the speed of the vehicle, and the mening of the throttle |66, so

-astocoordinatetheshiftingofgearswiththe tractive elfort and speed of the vehicle prior t the initiation of the 'gear shifting operation. I

`dothisbyprovidingswitches,wlxicharcactuated speedchangingmednnismandthedriving" wheels, so that it is driven at a speed which is directly proportional to the speed of the vehicle. Weights 218 are pivotally mounted on a shaft 218 secured to the shaft 211 at right anglesthereto, and the weights 218 are retained in a position inclined to the axis of the shaft 211, as shown in the drawings, by al spring 288. As thespeed of the shaft 211l increases, the weights 218 are centrifugally actuated, so that they move toward speed with the various elements of the system in l the relation shown in the drawings, or at standstill, the cam 2,84 engages an arm 288 of a first toggle switch. This toggle switch includes another arm 281, and the'arms 288 and 281 are spaced apart by a block 288 and pivotally mounted on a shaft 288 extending parallel to the axis of the shaft 2,11. The arms 288 and 281 are provided wlth a lower extension 288 having a slot 28| in the endthereof engaging a pin 282 carried by the toggle mechanism of the switch. This toggle includes arms 288 and 284, which are pivotally mounted at .288, the lower arm being provided with a pin 288, and a spring 281 is connected between the pins 282 and 288, so as toi move the arm 284 and the toggle switch into eng'agement with a xed contact 288 in response to moving the arm 288 to the .position shown in the drawings. -Bringing the contact 284 into engagement with the contact 288 closes the circuit between a battery 288 and the actuating coil 288 of the electrically responsive' gear-shifting mechanism and a throttle closing coil 888 by a circuit including switch 88|, switch 882, conductor 888, arm 284 of the first toggleswitch, contact 288, conductor 884, 'contact 885 of a switch. conductor 888 to actuating coil 288, conductor 881, contacts 248 and 242 which are then-closed, conductor 888` .to the throttle closing coil 888, through fixed contacts 888 of a switch bridged by a movable contact`8|8 to ground at 8II, which completes the circuit to the battery 288 as one side thereof is grounded at 8I2. A

Closing the circuit through the actuating coil 288 moves the rocking bar 284 into the position shown in the drawings, so as to project the stop 221 further into the path of movement of the lever 288, and to retract the stop 228 out of the path of movement of this lever. Reciprocation of the shafts 2|8 and 2II, which ls produced by the connecting links and springs upon disengagement and engagement of the clutch, will then move the shifter bar |81 i'nto its-first speed position l.' The actuating coil 288 will be de energized in movingthe rocking bar 284 to'this position, as it opens the contacts 248 and 242 of the double switch',

`Ii'urther increase of speed of the vehicle calmes the weights 218 to move the cam 284 axially towartlt'hei'andi'ii'tlieshatt282andbringthiscamr in to engagement with the -arm 28'I'of the rst toggle switch, swinging the arm 284 out of engagement with 4the fixed contact 288 and into engagement with themed contact 8|8. This completes vthe circuit between the battery 288 and the actuating coil 218 'and the throttle closing Y l`882, conductor 888, arm 284, contact 8|8, conductor 8I4, arm 8|5 of the second toggle switch,

Ifixed contact 8|8'o1' the second toggle switch,

condu'ctor 8|1, a switch contact 8|8 to the actuating coil 218, conductor 8|8, contacts 288 and 285 of the double switch, conductor 828, conductorv888 to the throttle closing coil 888, and contacts 888 and 8| 8 of a switch to'ground at 8| Closing the circuit through the actuating coil 218 moves the rocking bar 258 so as to project the stop 258 further into the pathof movement of lever 281 and to retract the stop 248 out of y the path of the movement of this lever. The movement of the rocking bar 258 also causes the upper end 218 of the cross-bar 212 to move the interlocking bar 21| to the leftv so as to bring both ends 218 and 218a of the cross-bar 215 into engagement with the rocking bar 284. This retains the rocking bar 284 in its mid position` and projects both of the stops 221 and 228 into the vpath of the movement of the lever 288. `Reciprocation of the shaftsl 2|8 and 2|| which is produced by the connecting links and springs upon disengagement and engagement v of the clutch will thenmove the shifter bar |81 into its neutral position N and move the shifter bar |88 into its second speed position 2. 'I'he actuating coil 218 will be deenerg'ized in moving therock ing bar 258 to this position by the opening of contacts 288 and 285.

Upon further increase in speed of the vehicle the cam 285 will be moved by the weights 218 past the arm 82| of the secondtoggle switch, which is the same distance `from the axis of the shaft as' the arm 288, in the positions illustrated in thev drawings, and 'will then engage the arm 822 of the second toggle switch.- The arms v82| and 822 are both pivotally mounted on the shaft 288 and spaced apart by a block 828, the remainder of the switch structure being lthe same as the rst toggle switch, so-that when the cam 285 engagesthe arm 822 the arm 8|5 of the second toggle switch ismoved out of engage of thedouble switch associated with the rocking bar 258, conductor 828, conductor 888 to thev throttle closing coll 888, andcontacts 888 and 8|8 to ground at 8|I. Energizing the actuating coil 28| inthiswaywillswingtherockingbar 258, so as to project the stop 248 into the path of movement'of the lever 281, and retract the stop 258 out of the path of movement thereof, so that upon reciprocation of the lever 281 produced by the disengagement and engagement of theclutch the arm 281 will engage thelstop 248 andmovepasttheendofthestopltomove theshifterarm |88fr'oinitasecondspeedpositiol12ini1oitstliilx'li'speedDllitloli8.

The'swlngingofthe'rocklnghartoprojectthestop288inthiswaywillcausethe'other endonftherocklnghartoengage-thearm214 carrledbytheinterlockingbarandholdthearms terlocklngbarinensaementwlthrockingbar zu, so est? retain it in its mid-position andi;

connected to the throttle valve.

hold both of the stops 221 and m 1n' the path ffof movement of the lever 286. Reciprocation of the lever 286 then cannot move-the shifter bar |81 from its neutral position. The movement of the rocking bar 256 to project the stop 243 will deenergize the actuating coll 26|, as the upper endl'of the rocking bar engages the operating arm 261, which opens the contacts 262 and 264 of the double switch In order to disengage and engage the clutch connecting the engine to the speed changing mechanism so that the gears will be shifted automatically duringl the interval in which the clutch v is disengaged, and so that the throttle |86 will be closed to cause the engine to run at idling speed during the disengagement of the clutch and the shifting of the gears, I connect the plunger |34 to the throttle valve |86 by a link 328 and an arm 329, which is mounted onthe pivoted shaft 338 'I'he throttle valve |86 is urged toward its open position by a spring 33 the force of the spring 33| being transmitted by suitable linkage to the throttle operating arm 323. 'Ihis linkage includes an arm 332, which is pivotally supported at 333 and connected at the lower end at 334 toa link 335. The other end of the link 335 is pivotally connected at 336'to another link 331, which is pivotally connected to the end of the throttle operating arm 323. The spring 33| is connected at one end tothe arm 332 at 334, and the other endvof this springv is coni nected at 338 to an arm 333, which is pivotally supported at 348 and normally retained in the position illustrated in the drawings. By this arrangement, the spring 33| is inclined with respect tothe link 335, so that it exerts a force tending to open the throttle |86 through the linkage above described. The throttle is controlled by a footoperated plunger 34| connected at 342 to a bell-crank lever 343. This bell-crank lever is pivotally supported by a shaft 344, which is mounted in suitable bearings.

extends into a slot 346 in the link 331.

closes the throttle 86 'against the action of the spring 33|. When the plungers 34| is depressed 'against the action of the spring 341, the pin 345 moves toward the throttle operating arm 323 and the spring 33| causes the throttlevalve |86 to open. This opening movement of the throttle |86 projects the plunger |34 in the vvalve |32 toward the position shown inthe drawings, to close the valve |32 and cut oiI communication between the intake manifold |85 and the power device |83 and vent the power device through the slot |94a. in the valve |32 so that the Ypressure in the power device rises and the clutch isr gradually engaged. Whenthe plunger 34| is releasedthe spring 341 y .acts through this linkage to. close the throttle valve |86, so that the engine operates at idling speed; and also to retract the plunger |34, so that l the opening |31 therein is in.` alinement with the 'openings |86 and |85in the valve and the vent through the slot |34a is closed. This opens communication between theintake manifold |85 and the power device |83,` which lowers the pressure in the latter, and retracts the link |38 toward the power device to-disengage the clutch. j

The weights 218 move the cams.284 and 285 with respect to the rst and secondv toggle yswitches to shift the gears of the speed changing mechanism in accordance with the speed of the vehicle. The action' of the weights 218 is modiiied` so that the gears will be. shifted at dii- V The other Yend of the bell crank lever 343 is'provided with a pin 345, which The' plunger 34| is raised by a spring 341 and normally ferentspeeds, depending on the opening o! the throttle |86 when the gear shifting operation is initiated, by providing a spring 341a arranged to oppose the axial movement of the sleeve 23|, and the tension of this spring is increased in proportion to the opening of the engine throttle |86 pro- A duced by depression of the footfactuated plunger 34|. I accomplish this by providing an varm 343, which is mounted on the shaft 344 connectedto one end of the tension'spring 3410, and the other end of this spring is connected to an arm 343, which is pivotally supported at 358 and provided with a yoke 36| engaging a groove 362 in the sleeve 28|. When the foot-operated plunger 34| is depressed it acts through the bell-crank lever 343, shaft 344 and the arm 348 to increase the tension of the spring341a, which opposes the axial movement of the sleeve'28l produced by the weights 218 through the arm 343 and the yoke 35| engaging groove 35,2.

Whenever the gear sluiting operation is initiated' it is necessary to close the engine throttle and disengage the clutch connecting the engine to the speed changing mechanism. I provide a construction utilizing the spring 33| for this purpose, which includes an arm 353'rigidly connected to the arm 333 and'pivotally supported at 348. The lower end of the arm 363 is provided with a latch 354 and a movable contact 3|8, which in the position illustrated in the drawings, bridgesthe contacts 383.v The latch 364 thereon is engaged by a detent 355, which is pivotally supported at 356 and provided with an armature 351 arranged adjacent'the throttle closing coil 388. Whenever the circuits .are completed through the actuating coils oi' the electrically responsive gear shifting mechanism. the actuating Fcoils cannoteffect' any movement of the stops as they are which attracts the armature 361 and releases the detent 365 from the latch 354. then swings the arm 353 away from the detent into the position shown in dotted lines in Fig. 3, which opens the contacts 383,an d deenergizes the actuating coils. This movement of the arm 363 moves the spring 33| into the position shown in dotted lines in Fig. 3, .so that it closes the throttle |86 and 'opens the valve |32 lto disengage the clutch. This linkage is free to move in this way to close the throttle and disengage'the clutch, because the p in 345 is slidably arranged in the slot Inorder to return the arm 353 from the position shown in dotted'lines in Fig. 3, to itsposition shown in full lines in Figs. 2 and 3 when the clutch is disengaged,-I mount an arm`3'58 on the vend of the vshaft 288 having a roller' 358a arramged in the path of movement` of the arm 353, which is engaged by the arm 363 when the latch 354 is released, as shown in dotted lines in Fig. 3 of the drawings. 'I'his arm 358 is shown in Fig. 2

H in its position when the cltchis engaged, so that when the arm 353 is released and swings into engagement with the 1011er essa thethrome las is closed and the power device |83 is actuated to disengage the clutch. Upon movement of the link |38 to disengage the clutch, the arm 368swings toward thei detent 355,` and after the clutch is disengagedjmoves arm ses, so that the detent :si engages thelatch 354, and the movable contact 3|8 will bridge the contacts 383 to complete the circuit to an actuating coil of the electrically responslve gear shifting mechanism. As the clutch'y is disengaged vwhen the contacts 383 close in this way, the arms 206 and 201 will be swung away from the stops 221, 226, and 249 and 260 respectively, so that the actuating coil can act on the rockingbar 234 or 256 to place the stopsin the position to engage the desired gear of the speed changing mechanism. Restoring the arm 263 to I into its reverse position R. the switch 302 is moved into enagement with a fixed contact 369. This energizes the actuating coil 246 from the battery 299 'by a circuit including conductor 360, 36|, contacts 24| and 243 ot the double switch associated with the rocking bar 234', conductor 306 tothe throttle closing coil 300, and vcontacts 309 toggle switches through conductor 203, and therey to ground at 2| which completes the circuit to the battery 299, as one side thereof is grounded at 3|2. The other actuating coils of the gear shitting mechanism will bejdisconnected from the battery by moving .the switch 302 into engagement with the contact 369, and the vehicle can be operated by engaging and disengaging the,

clutch by the foot-pedal 20|, or by actuation of the foot-operatedplunger 24|. After the Operation in reverse is completed, the switch 202 is moved out of engagement with the contact 269, A

and into a position to close the circuit to the by restore automatic operation of the system.

. The connection between the speed changing mechanism and the rear wheels includes an overrunning or free-wheeling clutch, which is controlled by the Jwire 362 connected to an operating button 363 arranged within convenient reach c! the operator of the vehicle. Under some conditions it may be desirable to actuate the clutch by a foot pedal 20| and control the shifting of gears manually, for example, in using the engine to retard the vehicle in descending a grade. In using manual control it is necessary to disconnect the centrifugally actuated toggle switches i'rom the battery, cut of! communication between manifold |35 of the engine and thev power device |69, and also lock the overrunning or free-wheeling clutch. I accomplish this by providing wires 364 and 365 connecting the operating button 363 with the switch 30| and plunger |93 respectively. By pulling upwardly on thebutton 362 the operator can simultaneously open the switch 30|,

lock the free-wheeling clutch and retract the plunger |93 to close the valve |92. Theoperator can then shift the gears as desired byactuating theswitch arm 366, which is associated with xed contacts 361, 366, and 369. The circuit between these fixed contacts and the actuating coils oi the electrically controlled gear shifting mechanism is completed through contacts 210, 31|, and 312, and the movable contacts 3| 6, 305, and 326, which are interconnected by a bar 313, and which are brought into engagement/with the contacts 310, 31|, and 312 when manual control ls desired. The

: circuit between the switch arm 366 and the battery required to energize the lactuating coils of the gear shifting mechanism is completed by conn .ductor 314. In resuming automatic Operation ofthe system the arm 313 is depressed to the position shown in the drawings, which connects the toggle switches to the actuating coils of the gear rshifting mechanism, and the button 263 is depressed to close the switch 20|, release the overrunningfclutch vconnected to the wire 362, and

project the plunger |93 into the lposition shown first speed. As the 4vehicle increases in speed the weights 216 will move the cam 204 axially toward the end oi the shaft 262 vuntil it engages the arm 261, and moves the arm 294 of the toggle switch into engagement with the contact 3|3. This will complete a vcircuit between the battery 299, thev actuating coil 210, and the throttle closing coil 300, so as'to retract the armature 361, raise the detent 356, and release the arm 353. The arm 353 will then swing under the action of the spring 33| away from the detent 366 and into engage- -ment with theroller 353a, as shown in. dotted lines in Fig. 3 of the drawings. This movement of the arm 363 opens Ythe contacts 309, and thereby deenergizes the throttle closing coil 200 and the actuating coil 210. The initial energize.- tion oi the actuating coil 210 will not move the rocking bar 256, becausethe lever 201 is in engagement with the stops 249 and 260. The swinging of the arm- 363'into engagement with the roller 366a will cause the spring 32| to close the throttle valve |66 and open the valve |92 to disengage the clutch. Disengaging the clutch will swing the arms 206 and 201 against the action of the tension springs 2|1 and 220 away from the stops 221, 226, 249, and 260, and cause the arm 366 to swing the armv 352 into the position shown in Fig. 2 of the drawings in engagement with the detent 266. The movable contact l3|0 can'ied by the arm 263 will then bridge the contacts ,209,y and reclose the circuit through the throttle closing coil 300 and the actuating coil 210. As the arms 206 and,201 will then be out of engagement with the stops 221, 229, 249, and 260. the actuating coil 210 will swing the rocking bar `266, so that it projects the stop 250 and retracts-the stop 249 out of -the path of movementoi the lever 201. The upper endof the rocking bar 256 will also engage the arm 213 carried by the interlocking bar 21| so as to bring the larms 216 and 216a into engagement with therocking bar 234 and retain it in its midposition with the stops 221 and 226 both in t path of movement of the lever 206. This mov ment of the rocking bar 256 will also engage it with the operating arm 269, thereby opening the contacts 263 and 265 and deenergizing the actuating coil 210 and the throttle closing coil 300. The detent 355 will then engage the latch 364 and retain the arm 353 in the position illustrated in the drawings. In this position of the arm 353 the spring 33| reopens the Athrottle valve |66 and 'closes the valve |92, so that the clutch will be engaged and the arm 356 restored to the position shown in the drawings. During this engagement of the clutch, the spring 2|1 will first -cause the arm 206 to engage the stop 226 and move the shifter bar |61 from its first speed to reaches its neutral position the upper end oi the arm zoe wm engage the stop 221 m retain 7,',

theshifter bar |,01'in'its neutral position.- V'When the shifter bar l01`has reached its neutral posiafter the shifter bar |31 reaches its neutral position the lever 201 will vswing past the stop 249,

s'peed l position 2. The above-described movements of the levers 206 and 201, to effect movetion, and movement of the shifter bar into its second speed position will take place before the reengagement of vthe clutch. The clutch will then reengage arid the vehicle will operate in second speed.

Upon further increase in speed of the -vehicle the cam 285'will pass the arm 32| and engage fixed contact 324. This completes a circuit bei tween the battery 209 andthe actuating coil 26| and the throttle closing coil 300, as the arm 234 of the first toggle switch will at this time be in completing this circuit the throttle closing coil 300 attracts the armature 361 and'releases the arm 363, so that it swings into engagement with the roller 366er, as shown in dotted lines in Fig. f

3 of the drawings, closing the throttle valve |66 and disengaging the clutch as previously described.` The disengagement of the clutch will again swing the arms 206 and 201 away from the stops 221 and 223, 249 and 250, and restore the arm 353 to the position shown in Fig.

3|0. Closing these contacts will reenergize the actuating coil 26| to project the stop 240 and retract the stop 250 out of the path of movementv of the lever 201. The rocking bar 2,66 will, during this movement, act through theinterlocking bar 21| to retain the rocking bar 234 in its midpositionin which bothof the stops 221 and 220 are iny the, path of movement of the lever 206. In

26| the rocking bar 256 will also engage the oper-v ating arm 261 to open the contacts 262 and 264, and deenergize the actuating coil and the throttle to engage the latch 354 .and retain the lever 353 in the position illustrated in the drawings, and the throttle valve |06 will'be opened and the valve |92 closed to engage the clutch. During movement of the lever to engage the clutch, the 'arm 206 will be acted upon by the spring 2|1 to engage the stops- 221 and 220 and retain the shifter bar |31 in itsneutral position, and the spring 220 will act on the. lever 201A to engage end of the stop 260,- thereby moving the shifter bar |86 into its third speed position 3.- After these levers 206 and 201 have been actuated in `this way the `clutch will engage andthe vehicle can be operated in third speed.

steep grade, the weights 218 will act upon the cams 204- and 285v to successively actuate the toggle switches to shift the gears into second y speed, or first speed, as required,vin the manner above described. Moreover, the gears will be When thel vehicle is stopped the engage the arm -286 of the first toggle'switch and tion the lever 201 will engage lthe stop'260`and so as to move the shifter bar |03 into its second the arm 322, so as to move the arm 3|6 of the second toggle switch into engagement with the engagement with the fixed contact 3|3. Upon\ 2 of the drawings, to close the contacts 300 and moving under the. action of the actuating'coil.

closing coil 300. 'I'his will cause the detent 355 ythe stop 249 and swing the vlever 201 past the .1f the'vehicle is slowed down as in ascendingV4 a.4

shifted automatically as required by the operatingv conditions` cam zar Wml 'complete the'circuits to the electrically controlled' gear shifting mechanism to move' the shifter bar |01 into its first speed position i.l Thefoot-operated plunger 34| will then 'be released vand the" valve |32 opened, so as to .disengage the clutch,

but if thefengine is stopped the pressure'will gradually rise in the power device |63 and engage the clutch. The engine cannot then be started without immediately transmitting power to the wheels. yI therefore provide a lever 316 for mov- `ment of the shifter bar |31 intoits neutral posiing the shifter bars |01 and |33 to their neutral position when the vehicle is stopped. The lever is pivotally supported at `316, and has atransverse.

pin 311 at the lower end thereof extending into slots 316 and 310 formed in the ends of the shifter bars. The lever 316 does not interfere with the shifting'of the gears automatically but either of the'shifter bars canbe moved to its neutral position by moving the lever 316 until the pin 311 engages the end of the slot in one of the shifter bars, and moving the/lever further until the pin engages the vend of the slot in the other shifter bar, which will `be in its neutral position.

Although! have shown particular embodiments of my improved power system as applied to a intend in the appended claims to cover all. modiflcations'which do not depart from the spirit and scope of my invention.

What I claim as new and desire to secure .by Letters Patentv of the United States, is:

l l. A` power system including a prime mover, means for controlling the torque exerted by said vehicle,I donot desire my invention to be limited f to theparticularv arrangementsdisclosed, and I 25 prime mover, a driven. member, a speed changing mechanism for connecting said prime mover to said driven member, and means responsive to the speed of said driven member and modified in said response by said torque controlling means for actuating said torque controlling means to' reduce the torque exerted by said prime 'mover and for changing thespeed ratio of said speedv "gaging said clutch, and 'means responsive to the speed of said driven member and modied in said response by 'said torque controlling means for actuating said torque controlling means to reduce the torque vexerted by said prime mover and disengage said clutch and for changing 'the speed ratio of said speed changing mechanism whil said -clutch is disengaged.

3. A power system including a prime mover, means for controlling the torque exerted by said prime mover, a driven member, a speed changing mechanism for connecting said driven member to said prime-mover, and means responsive to the speed of said driven member and controlled in accordance with saidtorque controlli/ng means for actuating said torque controlling means to de'- said prime mover and for changing the speed ratio .of said .speed changing mechanism while the torque exerted by., said prime mover is decreased. 4. A power system including a prime, mover,

means for controlling the torque exerted by saidv prime mover, a driven member, a clutch and a speed changing mechanism for connecting saidv 'crease and then increase the torque .exerted by prime mover to' said driven member, means responsive to actuation of said torque controlling means to reduce the torque exerted by said prime mover for disengaging said clutch and responsive to actuating of said torque controlling 'means to increase the torque exerted by said prime mov'er for engaging said clutch, and means responsive to the speed of said driven member and controlled by said torque controlling means for reducing the torque exerted by said prime mover to disengage said clutch and i'or changing the speed ratio of said speed changing mechanism while saidclutch is disengaged.` y

5. A power system including aprirne mover, a driven member, a clutch and a speed changing mechanism for connecting said driven member to said prime mover, means for actuating said clutch to disengage and to engage the same, means for engaged, and means biased to a position to disengage said clutch and to actuate said torque controlling means to decrease the torque exerted by said prime mover for actuating said torque controlling means and for varying the action o1 said driven member for changing the ratio of said speed changing mechanism.

6. A power systemincluding an engine having a throttle for controlling the torque exerted thereby, a driven member, a clutch and a speed changing mechanism for connecting said driven lmember to said engine, means for actuating said clutchgto disengage and engage the same, means connectingsaid throttle and said clutchactuating means for closing said ,throttle and disengaging said clutch and for opening said throttle and engaging said clutch. means controlled by said driven member for closing said throttle and disengaging said clutch and for changing the ratio of said speed changing mechanism while said clutch is disengaged, and means for controlling said throttle and clutch controlling means and for varying the action of said driven member in controlling the ratio of said speed changing mechanism.

7. A power system including an engine having a throttle for controlling the torque exerted thereby, a driven member, a clutch and a speed chang- .lng mechanism for connecting said driven memling means to a position to close said throttle and disengage said clutch, and means responsive to the speed of said driven member and -modli'led in accordance with the opening and closing of said throttle for disengagingsaid clutch and for simultaneously changing the ratio of said speed changing mechanism. y

8. A power systemA including a prime mover, means for controlling the torque exerted by said prime mover, a driven member, a clutch and a speed changing mechanism ior connecting said driven member to said prime mover, means for actuating said clutch to disengage and engage the same, electrically responsive means for actuating said torque controlling means to decrease and then to increase the torque `exerted by said prime mover, and electrically responsive means controlled by the actuation said clutch coning :the ratio of said speed changing mechanism while the torque exerted by said prime mover is decreased, and means controlled by the actuation cf said clutch for successively energizing and deenergizing said torq'ue controlling means to close and lopen said throttle and for simultaneously energizing said electrically responsive means for changing the speed ratio of said speed changing mechanism.

10.'A powersystem including a prime mover,

means for controlling the torque exerted by said prim@ mover,l a driven member, a clutch and a speed changing mechanism for connecting said driven member to said prime mover, means for controlling said clutch to disengage and engage thesame, means for urging said torque con- Y trolling means to a position to increase the torque exerted by said prime mover, electrically responsive means for moving said torque controlling means to a position to decrease the torque exerted by said prime mover, electrically responsive means for changing the ratio of said speed changing mechanism, means controlled by said clutch actuating means for successively energizing and deen ergizing said torque controlling means to open and close said throttle and responsive to`deenergization of said torque controlling means for energizing said electrically responsive means for changing the ratio of said speed changing mechanism.

11. A power system including a prime mover,

means for controlling the torque exerted by said prime Ymover, a driven member, clutch and a speed changing mechanism for connecting said 'driven member to said prime mover, means for actuating said clutch to disengage/and engage the same, electrically responsivemeans for actuating said torque controlling means to decrease and to increase the torque exerted by said prime mover, electrically responsive means for changing lthe ratio of said speed kchanging mechanism, means for connecting vsaid electrically responsive means in series and for energizing said means only sufdcientlyto actuate saidl torque controlling means to decrease-the torque exerted by said prime mover, and means-'controlled by said clutch actuating means for short circuiting said torque controlling means and for increasing the energization of said means for changing the ratio oi said speed changing mechanism sumciently to actuate .the same.

12. A power system including a prime mover. means for controlling the torque exerted by said prime'mover, a driven member, a clutch anda speed lchanging 'mechanism for connecting said driven member to said prime mover, electrically` lspeed ratio of said speed changing mechanism.

'13.` A power system including a prime mover, means for controlling the torque exerted by said `prime mover, a driven member, a clutch and a speed changing mechanism for connecting said driven member to said prime mover, means for urging said torque controlling means to increase the torque exerted by said prime mover, electrically responsive means for moving said torque controlling means to a position to decrease the torque exerted by said prime mover and for simultaneously actuating said clutch to disengage the same, electrically responsive means for changing the ratio of said speed changing mechanism, and means controlled by the actuation of said clutch for successively energizing and de energizing said torque controlling means to open and vclose said throttle and responsive to deenergization oi' said torque controlling means for energizing said electrically responsive means for changing said speed changing mechanism.

14.` A power system includinga prime mover. means for controlling the torque-exerted by said prime mover, a driven member, a clutch and a speed 'changing mechanism for connecting said driven member to said prime mover, electrically responsive means for actuating said torque convtrollingmeans to decreaseand to increase the torque exerted by said prime mover and for simultaneously actuating, said clutch to disengage and engageA the same, electrically responsive means for changing the ratio of said speed changing mechanism, `means for connecting said electrically responsive means in series and for energizing said means only sufiiciently to actuate said torque controlling' means to decrease the torqueexerted by said prime mover, and means controlled by the actuating of said clutch for short circuiting said torque controlling means and for increasing the energization of said 'means for changing the ratio of said speed changing and' engage the same, and electrically responsive means controlled by said driven member and the actuation of said clutch for changing the ratio of said vspeed changing mechanism while the torque exerted by said prime mover is decreased. 16. A power system including a prime mover,

- means for controlling the torque exerted by said prime mover, a driven member, a clutch and a speed changing mechanism for connecting said driven member to. said prime mover, electrically responsive means for actuating said torque controlling means to decrease and to increase the torque exerted by said primemover `and for simultaneously actuating said clutch to disengage and engage the same, electrically responsive means for changing the ratio of said speed changing mechanism, means V-for connecting said electrically responsive means in series and for energizing said means only sufdciently to actuate the said torque controlling means to decrease the torque exerted by said prime mover, and means responsive to the speeddof said driven member and controlled by the actuation, of said clutch for short circuiting said torque controlling means and for increasing the energization of said means for changing the ratio of said speed changing mechanism suiilciently to actuate the same.

17. A power system including a prime mover, means for controlling the torque exerted by said prime mover, a driven member, a clutch and a speed changing mechanism for connecting said driven member to said prime mover, means for l actuating said clutch .to disengage and engage the same, said speed changing mechanism including 4a shifter bar for changing the ratio of said speed changing mechanism.` electrically responsive means for actuating said shifter bar,

electrically responsive means for latching and releasing said electrically responsive means for actuating said shifter bar, and means responsive to the speed of said driven member and controlled by said torque controlling meansfor energizing and deenergizing said electrically responsive means.

18. A power system including a prime mover, means for controlling the'torque exerted by said prime mover, a driven member, a clutch and a speed changing mechanism for connecting said driven member to said prime mover, means for actuating said clutch to disengage and engage the same, said speed changing mechanism in.

shifter bar and for energizing and deenergizingsaid means for releasing said latch, and means for damping thev movement off-said means foractuating said shifter bar and for engaging said latch, upon deergizing said electrically responsive means.

19'. A power system including a prime mover,

i means for controlling the torque exerted by said prime mover, a 'driven member, a clutch and a speed changingmechanism vi'or, connecting said"v sponsive means resiliently connected to said shifter bar for actuating the same, and -electrlcally responsive` means for latching and releasing said electrically responsive means for actuating said shifter bar.

20. A power system including a prime mover,

' means for controlling the torque exerted by said prime mover, a driven member, a clutch and -a speed changing mechanism for connecting said driven member to said prime mover, means for actuating said clutch to disengage and engage shifter bar -for actuating the same, electrically responsive means for latching and releasing said electrically responsive means for actuating said shifter bar, and means responsive to the speed of said driven member and controlled by said torque controlling means for energizing and deenergiz-v ing said electrically responsive means.

21. A power system including a prime mover, means for controlling the torque exerted by said prime mover. a driven member, a clutch and a gear shifting mechanism for connecting said driven member to said prime'mover, means for actuating said clutch to disengage and engage the same, said gear shifting mechanism including a shifter bar movable to a neutral and a gear engaging positionfor changing the ratio of said gear shifting mechanism, and electrically responsive means resiliently connected to said shifter bar for moving the gears of said gear shifting mechanism into engagement with each other.

22. A power system including -a prime mover, means for controlling the torque exerted by said prime mover, a driven member, a clutch and a gear shifting mechanism for connecting said drivenl member to said prime mover, means for actuatingsaid clutch to disengage and engage" the same, said gear shifting mechanism includiga shifter bar movable to neutral and gear engaging positions for changing the ratio of said gear shifting mechanism, electrically responsive means resiliently connected to said shifter bar for mov- -ing the gears of said gear shifting mechanism 'into engagement with eachother, and electrically responsive means for releasing 'and latching said means for moving the gears of said gear shifting mechanism. t

23. A powerA system including a prime mover, means for controlling the torque exerted by said prime mover, a'driven member, a clutch and a gear shifting mechanism for connecting said driven member to said prime mover, means for actuating said clutchto disengage and engage the same, said gear shifting mechanism includ` ing a shifter bar movable to neutral and gear engaging positions for changing the ratio of said gear shifting mechanism, a guide rod engaging said shifter bar, a spring arranged on said guide rod, and electrically responsive means arranged to engage said spring for resiliently urging said shifter bar from one position to another.

24. A power system including a prime mover, means for controlling the torque exerted by said prime mover, a driven member. a clutch and-a gear shifting mechanism for connecting said driven member to said prime mover, means for actuating said clutch to disengage and engage the same, said gear shifting mechanism including a shifter bar movable to neutral and gearvengaging positions -for changing the ratio of said gear shifting mechanism,` a guide rod .engaging said.

shifter bar, a spring 4arranged on. said guide rod, electrically responsive lmeans arranged t0 engage prime'mover, a driven member, a clutch and a gear shifting mechanism for connecting said driven member to said prime mover, means for actuating said clutch to dlsengage and engage the same, said gear shifting mechanism including a shifter bar movable to neutral and gear engaging positions for changing the ratio o f said gear shifting mechanism, a guide rod engaging said shifter bar, a spring arranged onv said guide rod,

electrically responsive means arranged to engage said spring for resiliently urging said shifter bar from one. position to another, and electrically re? sponsive means for latching and releasing said electrically responsive means for urging said shifter bar and for moving said shifter bar to a neutral position. 26. A power systemincluding a prime mover,

v means .for controlling the torque exerted by said prime mover, a driven member, a clutch and a gear shifting mechanism for connecting said driven member to said prime mover, means for actuating said clutch to disengage and'engage the same, said gear shifting mechanism including a shifter bar movable to neutral and' gear engaging positions for changing the ratio of said gear shifting mechanism, a guide rod engaging said shifter bar, a spring arranged on said guide rod, electrically responsive means arranged to engage said spring for resiliently urging said shifter bar from one position to another, electrically responsive means for latching and releasing said electrically responsive means for urging said shifter bar and for moving said shifter bar toa neutral position,

means for controlling the torque exerted by said prime mover, a driven member, a clutch and a gear shifting mechanism for connecting said driven member to said prime mover, electrically responsive means for actuating said clutch to disengage and engage the same and for coinci' dently actuating said torque con-trolling means to decrease and then increase the torque `exerted by said-prime mover, said gear shiftingv mechanism including a shifter bar movable to, neutral and gear engaging positions for changing the ratio of said gear shifting mechanism, a guide rod engaging said shifter bar,.a spring arranged on said guide rod, electrically responsive means arranged to engage said spring for resiliently urging said shifter bar from one position tolnother, electriycally responsive means for latching and releasA ing said electrically responsive means for urging said shifter bar and for moving said shifter bar to a neutral position, means controlled by they actuyation of' said clutch and said torque controlling means for energizing and deenergizing said elec- -trically responsive means, and means for damping said electrically responsive means for urging said shifter bar sufiiciently to engage said latch upon deenergization of said electrically responsive means.

28. A power system including a prime mover, 

